a pilotless project

Moving ahead with
a pilotless project
The OPP
aerial program
is maturing
by Marc Sharpe
The April 2008 Blue Line Magazine cover
featured the OPP Unmanned Aerial Vehicle
(UAV) project, which entered operational service with the Kenora Forensic Services unit in
August, 2008. The original “FIU-301” system
was an “in-house” design born of necessity
(in my garage) to provide an efficient and
economical way of obtaining high resolution
aerial images at major case scenes.
Despite a very modest beginning, the
301 system made aviation history as the first
federally approved UAV to enter full time
service with an emergency service in North
America. Over the next year, we successfully
deployed 301s at seven homicide scenes with
a conservative estimate of $20,000 saved over
our traditional charter service method. The images obtained have been accepted during court
proceedings and have proved valuable court
aids to judges, juries, counsel and witnesses.
In the original article I emphasized the
challenges and importance of obtaining and
operating within the governing legislation
of the Canadian Air Regulations (CARs). Issued by Transport Canada, the “Special Flight
Operations Certificate” (SFOC) that must be
obtained for any type or size of “non-hobby”
unmanned flying machine dictates a number of
operational procedures and restrictions. There
is no doubt that the current legislative hurdles
are the main reason more of these systems are
not being used by civilian agencies. However,
it is possible to continue advancing UAV
use within the current rule set if we proceed
properly.
In January of this year, we took the next
step to achieving this goal by putting a second,
commercially produced, UAV into operational
service within the Kenora Forensic Unit.
The “Draganflyer X6” is produced here
in Canada by Saskatoon-based “Draganfly
Innovations” (http://www.draganfly.com/).
The X6 is an innovative six rotor helicopter
configuration that incorporates advanced onboard stabilization features along with a GPS
hold function, providing an excellent camera
platform.
At just under two kilograms, this small
portable electric helicopter can carry a variety
of wireless, “real time” playback camera packOctober 2009
ages, including 10 megapixel still, low-light
video, high-def video or micro thermal imaging. The vertical take-off and landing (VTOL)
capabilities allow us to operate essentially
under the same restrictions as our initial 301
system, but within a much smaller area of operations. To this end, we have already used the
X6 at four homicide scenes, with the second
representing another aviation first – the 1st
federally approved operational use in North
America of a UAV by an emergency service
within an urban environment.
Although the basic mission of obtaining
aerial images remains essentially the same,
the VTOL capabilities of the X6, advanced
electronic assist functions, ease of operation
and multiple camera packages lets us explore
some basic tactical or search and rescue assist
roles. Granted, the 15 to 20 minute operational time, weather conditions and current
legislation make those mission capabilities
very limited, but we have already proven the
court value of basic aerial images along with
demonstrated cost savings.
These small systems will continue to
evolve and improve with more options be8
coming available. Case in point, Draganfly
recently announced a new X4 model which
will offer many of the capabilities of the X6
for a lower price.
Other promising systems, such as Waterloo’s Aeryon Labs “Scout” (http://www.
aeryon.com/) will continually improve operational support capabilities. The price range of
Blue Line Magazine
the “turn key” package systems range from
$10,000 to $50,000 and certainly fall into
the “doable” category when compared with
similarly capable “military grade” systems.
I suggest command staff, incident commanders, administrators or surveillance personel take heed. When I say moving forward
in small steps, I mean very small steps. We are
very likely “years” away from being allowed
to operate any UAV beyond the “visual line
of sight” of the operator or outside a secured
police environment. Any grand ideas about
highway patrols, extensive large area search
and rescue operations or especially any form
of surveillance should not be on any police
radar (pun intended).
Regardless of the circumstances, we do
not have any special authority to circumvent
federal aviation law in this area. The fact
still remains that no specific legislation has
been written to cover the operations of any
UAV within civilian airspace. It is an issue
that Transport Canada must eventually invest
significant resources in developing. Until that
time however, we are continuing to develop
safe and effective operating procedures that
could very well set the standards and templates
for the pending legislation.
Although limited, we have demonstrated
that a UAV has a practical place in support of
forensic services with developing elements of
officer and public safety in tactical and search
and rescue roles. If we keep to the basics and
continue to operate safely and professionally,
we can continue to creep forward. To this
end, working with the Canadian Centre for
Unmanned Vehicle Systems (http://www.
ccuvs.com/) and the Canadian Police Research
Centre (CPRC), we recently completed the
first run of a “pilot project” (no pun intended)
to professionally train operators of these small
UAVs.
The course curriculum included a precourse study package, a “ground school” element and written testing based on basic flight
theory and related Canadian air regulations.
Candidates also obtained an Industry Canada
radio licence that will allow them to communicate on aviation frequencies. Theory was
accompanied with hands-on flight training on
the currently approved Draganfly X6 system
Blue Line Magazine
to manufacturer standard.
Six candidates from three police services
participated (Saskatoon, OPP and Regina).
Upon completing the training, candidates critiqued all aspects of the course so course curriculum could be refined to ensure relevancy
of a future permanent training program for
interested emergency services.
It is anticipated within the following
months that Saskatoon and Regina will
have their own X6 system to put into
operational service. This, of course, will
depend on the two departments successfully obtaining a SFOC from Transport
Canada, the foundation of which will be
supported by the training program. In the
interim, Saskatoon has already contracted
and obtained SFOC authority to have Draganflyer Innovations perform basic aerial
photography at selected scenes as required.
Along with our partnered services and
organizations, we are working to establish
a national standard for safe, practical and
9
professional use of UAV technology that
will benefit both the public and those who
work for them. Keeping that in mind, I will
be chairing a full day workshop at the annual
UVS Canada (http://www.uvscanada.org/)
Unmanned Vehicle Systems International
Conference, being held in Victoria November 2 to 5. If your department is considering
using UAV technology, it would be well
worth the investment to send a motivated
representative to this conference.
It is our goal to identify and organize a
central repository resource of interested agencies, expertise and resources that will benefit
all police and emergency services. Working
together under established standard operating procedures, training and UAV systems
will pave the way for wider operational use.
Contact me at marc.sharpe@ontario.ca if you
are looking for more information.
Marc Sharpe is an ident constable with the Kenora OPP
Forensic Identification Services.
october 2009